Axial piston machines

ABSTRACT

A two or four stroke internal combustion engine has a ported plate with a series of intake and exhaust ports connected respectively to an air intake and an exhaust system. A shaft is rotatable relative to the ported plate. the shaft carries a crank shaft with a crank axis oblique to the shaft axis. An array of one or more combustion chambers rotates about the shaft axis. Each combustion chamber includes at least one port which is brought into and out of operative communication with the series of intake and exhaust ports as the combustion chamber moves over the face of the ported plate. A piston reciprocates in each combustion chamber under the control of a wobbling member journalled onto the crank shaft. For each combustion chamber port an annular seal is located within an annular groove about the port and is biased toward the ported plate by combustion fluid pressure.

This is a Divisional of application Ser. No. 08/983,522 filed Sep. 23,1997 U.S. Pat. No. 6,250,262 which in turn is a Continuation ofPCT/NZ96/00018 filed Mar. 14, 1996.

TECHNICAL FIELD

This invention relates to engines, pumps and other mechanism of similarnature, and in particular to such a mechanism having a crank shaft.

BACKGROUND OF THE INVENTION

Various engines/pumps utilizing a crank shaft are currently known. Suchengine/pumps are more commonly known as wobble engines/pumps or swashplate engines/pumps. Wobble engines/pumps have axial pistons disposedfrom a wobble plate which is fixed on an output/input shaft at an acuteangle. In the case of an engine, power received from the pistons istransferred to the wobble plate during the power stroke, displacing thewobble plate axially, and as a result rotating the shaft. The operationof a wobble pump is in reverse order, wherein power is applied to theinput shaft to displace fluid inside the cylinders.

Modern developments in wobble engines/pumps have included changes in theconfiguration and operation of the pistons/cylinders and in inlet/outletporting of the fluids. The drive mechanisms of such modem machines arenevertheless very complex, requiring many parts which are both difficultto assemble and also difficult to maintain. Such engines/pumps also havea lot of components operating under high frictional forces.

Previously published New Zealand Patent No. 221366 discloses therein ameans to transfer the wobbling motion of a disc to a rotary motion ofthe shaft and visa versa. Further disclosed therein is a suitable meansof providing power to or from the disc by way of internal cylinderengine or hydraulic/pneumatic motors. There is however no detail on anymeans by which the cylinder engine is or can be coupled to either thedisc or the shaft, such that the invention can operate as a compactsimple unit.

New Zealand Patent No. 150235 describes a continuous disc acting aspistons inside a chamber. The disc is non planar and rotation thereofinside the chamber forms pockets which are compressed and expanded atdiffering angles of rotation.

The complex nature of the disc, output and crank shafts, chamber andother dependent mechanisms make such an engine/pump expensive anddifficult to make.

New Zealand Patent No. 131852 describes a two stroke or four strokeengine also operable as a pump, in which pistons of circularcross-section which are bent in an arc are located inside curvedcylinders disposed axially about a central axis. Power from the rotatingcylinders is transferred to the output engine block, the spider in thisinvention remaining stationary.

Most modem wobble type engines/pumps require many complicated parts toensure efficient operation. Difficulties exist in the sealing ofcylinders to ensure that no fluid escapes undesirably, and in theassembly and maintenance. Such engines also have problems operating inbalance.

It is an object of the present invention to provide an engine/pump whichwill at least provide the public with a useful choice.

SUMMARY OF THE INVENTION

Accordingly the present invention may broadly be said to consist in aninternal combustion engine having

a crank shaft having a shaft axis and having a crank axis oblique to theshaft axis but aligned to intersect therewith at X,

an array of piston and “cylinder” assemblies to rotate as assembliesrelative to and about said shaft axis, each said assembly having areciprocal axis between its top dead centre (enforceable) (TDC) andbottom dead centre (BDC), each such reciprocal axis midway between TDCand BDC being normal to a line projected from X, each said “cylinder”being of any appropriate cross section (with respect to its reciprocalaxis) and the cross section of each complementary piston beingcomplementary to the cross section of its cylinder,

piston control means mounted to rotate about said crank axis,

connection means for each piston from said control means, the connectionbetween each said connection means and said piston control means and/orbetween each said connection means and its piston having sufficientdegrees of freedom to allow the requisite reciprocal movement of saidpistons within each associated cylinder thereof as the array ofassemblies rotates relative to and about the shaft axis,

cylinder head means which holds and/or defines the cylinders in saidarray, said head means including at least one port per cylinder, and

port means relative to which said cylinder head means moves sealably toallow (timed to the reciprocal movement of each piston in its cylinderand to the rotational position of each cylinder) the inductioncompression, power and exhaust strokes of a four stroke combustionengine

AND WHEREIN

at least one said connection means is capable of conveying torquebetween said crank shaft and said cylinder head means via its saidpiston and cylinder and via said piston control means, AND

means is provided whereby, directly or indirectly (eg; via said crankshaft), power can be taken off said cylinder head means or crank shaftor port means as each rotates relative to the other.

Preferably each said connection connects said piston control means to apair of piston and cylinder assemblies, each piston and cylinderassembly of such a pair having a different head means (each of which inturn has its own said port means), and each said piston and cylinderassembly of such a pair having its said line projected from X at thesame angle on either side of a line projected normal from the crankshaft axis at X.

Preferably said crank shaft is indexed, directly or indirectly, withsaid at least one cylinder head means.

Preferably said indexing is by annular and planetary gearing.

Preferably the power take off is from said crankshaft and said gearingtransmits the geared torque as well as serving a timing function.

Preferably said port means, in sequence, can present an induction portor ports, optionally a spark plug and optionally a fuel injector, and anexhaust port or ports, the presentations being timed for a cylinder tothe induction stroke, compression/power stroke and/or transitionthereof, and exhaust stroke respectively.

Preferably the annular gear is carried by the cylinder head means, saidplanetary gears providing the indexing of said crank with said cylinderhead means and having their rotatable axes fixed relative to said portmeans.

Preferably the ratio of crank shaft rotation to piston and cylinderassemblies rotation is 3:1 in a counter-rotating direction.

Preferably there are three pairs of opposed pistons and cylinderassemblies, the associated port means for each providing two inlet andtwo outlet ports.

Preferably said engine operates as or as if a diesel engine.

Preferably said engine operates as or as if a petrol engine

In another aspect the invention consists in an internal combustionengine having

a crank shaft having a shaft axis and having a crank axis oblique to theshaft axis but aligned to intersect therewith at X,

an array of piston and “cylinder” assemblies to rotate as assembliesrelative to and about said shaft axis, each said assembly having areciprocal axis between its top dead centre (TDC) and bottom dead centre(BDC), each such reciprocal axis midway between TDC and BDC being normalto a line projected from X, each said “cylinder” being of anyappropriate cross section (with respect to its reciprocal axis) and thecross section of each complementary piston being complementary to thecross section of its cylinder,

piston control means mounted to rotate about said crank axis,

connection means for each piston from said piston control means, theconnection between each said connection means and said piston controlmeans and/or between each said connection means and its piston havingsufficient degrees of freedom to allow the requisite reciprocal movementof said pistons within each associated cylinder thereof as the array ofassemblies rotates relative to and about the shaft axis,

cylinder head means which holds and/or defines the cylinders in saidarray, and port means relative to which said cylinder head means movessealably to allow (in conjunction with any other port(s), if any )(timedto the reciprocal movement of each piston in its cylinder and to therotational position of each cylinder) at least the inflow of air andfuel and the power and compression of a two stroke combustion engine

WHEREIN

each combustion chamber as defined by each said piston, its cylinder andthe cylinder head means can be timed for the exposure as required to twoports,

AND WHEREIN

at least one said connection means is capable of conveying torquebetween said crank shaft and said cylinder head means via its saidpiston and cylinder and via said piston control means, AND

means is provided whereby, directly or indirectly (eg; via said crankshaft), power can be taken off said cylinder head means or crank shaftor port means as each rotate relative to each other.

Preferably said head means includes at least two ports per cylinder.

Preferably each said connection connects said piston control means to apair of piston and cylinder assemblies, each piston and cylinderassembly of such a pair having a different head means (each of which inturn has its own said port means), and each said piston and cylinderassembly of such a pair having its said line projected from X the sameangle on either side of a line projected normal from the crank shaftaxis at X.

Preferably said crank shaft is indexed, directly or indirectly, withsaid at least one cylinder head means.

Preferably said indexing is by annular and planetary gearing.

Preferably the power take off is from said crankshaft and said gearingtransmits the geared torque as well as serving a timing function.

Preferably said port means, in sequence, can present an induction portor ports, optionally a spark plug, and optionally a fuel injector, thepresentations being timed for a cylinder to the compression/power strokeand/or transition thereof, respectively wherein exhaust and inductionoccurs as substantially BDC of each piston.

Preferably the annular gear is carried by the cylinder head means, saidplanetary gears providing the indexing of said crank with said cylinderhead means and having their rotatable axes fixed relative to said portmeans.

Preferably the ratio of crank shaft rotation to piston and cylinderassemblies rotation is 3:1 in a counter-rotating direction.

In yet a further aspect the present invention consists in a positivedisplacement machine having

a crank shaft to rotate about the shaft axis or having a shaft axis andhaving a crank axis oblique to the shaft axis but aligned to intersecttherewith at X,

an array of piston and “cylinder” assemblies to rotate as assembliesrelatively about said shaft axis, each said assembly having a reciprocalaxis between its top dead centre (TDC) and bottom dead centre (BDC),each such reciprocal axis midway between TDC and BDC being normal to aline projected from X, each said “cylinder” being of any appropriatecross section (with respect to its reciprocal axis) and the crosssection of each complementary piston being complementary to the crosssection of its cylinder,

piston control means mounted to rotate about said crank axis,

connection means for each piston from said piston control means, theconnection between each said connection means and said piston controlmeans and/or between each said connection means and its piston havingsufficient degrees of freedom to allow said piston control means tocause the requisite reciprocal movement of said pistons within eachassociated cylinder thereof as the array of assemblies rotates relativeto and about the shaft axis,

cylinder head means which holds and/or defines the cylinders in saidarray, said head means including at least one port per cylinder, and

port means relative to which said cylinder head means moves sealably toallow (timed to the reciprocal movement of each piston in its cylinderand to the rotational position of each cylinder) the induction anddelivery strokes of each piston

AND WHEREIN

at least one said connection means is capable of conveying torquebetween said crank shaft and said cylinder head means via its saidpiston and cylinder and via said piston control means, AND

means is provided whereby, directly or indirectly (eg; via said crankshaft), power can be applied to said cylinder head means or port meansor crank shaft.

Preferably each said connection connects said piston control means to apair of piston and cylinder assemblies, each piston and cylinderassembly of such a pair having a different head means (each of which inturn has its own said port means), and each said piston and cylinderassembly of such a pair having its said line projected from X the sameangle on either side of a line projected normal from the crank shaftaxis at X.

Preferably said crank shaft is indexed, directly or indirectly, withsaid at least one cylinder head means.

Preferably said indexing is by annular and planetary gearing.

Preferably the power delivery is to said crankshaft and said gearingtransmits the geared torque as well as serving a timing function.

Preferably said port means, in sequence, can present an induction portor ports, and delivery port or ports, the presentations being timed fora cylinder to the induction stroke, delivery/compression stroke and/ortransition thereof.

Preferably the annular gear is carried by the cylinder head means, saidplanetary gears providing the indexing of said crank with said cylinderhead means and having their rotatable axes fixed relative to said portmeans.

Preferably the ratio of crank shaft rotation to piston and cylinderassemblies rotation is 3:1 in a counter-rotating direction.

Preferably there are three pairs of opposed pistons, and cylinderassemblies, the port means for each providing two inlet and two outletports.

In still a further aspect the present invention consists in a combustionengine having

a crank shaft having a shaft axis and having a crank axis oblique to theshaft axis but aligned to intersect therewith at X,

an array of piston and “cylinder” assemblies to rotate as assembliesrelative to and about said shaft axis, each said assembly having areciprocal axis between its top dead centre (TDC) and bottom dead centre(BDC), each such reciprocal axis midway between TDC and BDC being normalto a line projected from X, each said “cylinder” being of anyappropriate cross section (with respect to its reciprocal axis) and thecross section of each complementary piston being complementary to thecross section of its cylinder,

piston control means mounted to rotate about said crank axis,

connection means for each piston from said piston control means, theconnection between each said connection means and said piston controlmeans and/or between each said connection means and its piston havingsufficient degrees of freedom to allow the requisite reciprocal movementof said pistons within each associated cylinder thereof as the array ofassemblies rotates relative to and about the shaft axis,

cylinder head means which holds and/or defines the cylinders in saidarray, said head means including at least one heat transfer region percylinder, and

heat exchange means relative to which said cylinder head means moves toallow (timed to the reciprocal movement of each piston in its cylinderand to the rotational position of each cylinder) the heat transfer toand from the working fluid in each said cylinder

AND WHEREIN

at least one said connection means is capable of conveying torquebetween said crank shaft and said cylinder head means via its saidpiston and cylinder and via said piston control means, AND

means is provided whereby, directly or indirectly (eg; via said crankshaft), power can be taken off said cylinder head means or crank shaftor port means as each rotates relative to each other.

Preferably each said connection connects said piston control means to apair of piston and cylinder assemblies, each piston and cylinderassembly of such a pair having a different head means (each of which inturn has its own said port means), and each said piston and cylinderassembly of such a pair having its said line projected from X the sameangle on either side of a line projected normal from the crank shaftaxis at X.

Preferably said crank shaft is indexed, directly or indirectly, withsaid at least one cylinder head means.

Preferably said indexing is by annular and planetary gearing.

Preferably the power take off is from said crankshaft and said gearingtransmits the geared torque as well as serving a timing function.

Preferably said port means, in sequence, can present an induction portor ports, optionally a spark plug and optionally a fuel injector, and anexhaust port or ports, the presentations being timed for a cylinder tothe induction stroke, compression/power stroke and/or transitionthereof, and exhaust stroke respectively.

Preferably the annular gear is carried by the cylinder head means, saidplanetary gears providing the indexing of said crank with said cylinderhead means and having their rotatable axes fixed relative to said portmeans.

Preferably the ratio of crank shaft rotation to piston and cylinderassemblies rotation is 3:1 in a counter-rotating direction.

In still a further aspect the present invention consists in an internalcombustion engine having

a crank shaft having a shaft axis and having a crank axis oblique to theshaft axis but aligned to intersect therewith at X,

an array of piston and “cylinder” assemblies to rotate as assembliesrelative to and about said shaft axis, each said assembly having areciprocal axis between its top dead centre (TDC) and bottom dead centre(BDC), each such reciprocal axis midway between TDC and BDC being normalto a line projected from X, each said “cylinder” being of anyappropriate cross section (with respect to its reciprocal axis) and thecross section of each complementary piston being complementary to thecross section of its cylinder,

piston control means mounted to rotate about said crank axis,

connection means for each piston from said piston control means, theconnection between each said connection means and said piston controlmeans and/or between each said connection means and its piston havingsufficient degrees of freedom to allow the requisite reciprocal movementof said pistons within each associated cylinder thereof as the array ofassemblies rotates relative to and about the shaft axis,

cylinder head means which holds and/or defines the cylinders in saidarray, said head means including at least two ports per cylinder, and

at least one inlet and one outlet valve per cylinder each actuabledirectly or indirectly by the relative rotation of said crank shaft toallow (timed to the reciprocal movement of each piston in its cylinderand to the rotational position of the cam) the induction compression,power and exhaust strokes of a four stroke combustion engine

AND WHEREIN

means is provided whereby, directly or indirectly (eg; via said crankshaft), power can be taken off said crank shaft as it rotates relativeto said cylinder head means.

Preferably each said connection connects said piston control means to apair of piston and cylinder assemblies, each piston and cylinderassembly of such a pair having a different head means (each of which inturn has its own said port means), and each said piston and cylinderassembly of such a pair having its said line projected from X the sameangle on either side of a line projected normal from the crank shaftaxis at X.

Preferably a cam is rotatable about said crank axis to control themotion of each valve.

Preferably said cam is indexed, directly or indirectly, to said crankshaft.

Preferably said indexing is by annular and planetary gearing.

Preferably the power take off is from said crankshaft and said gearingtransmits the gearing increased torque to the cam to serve as a timingfunction.

Preferably the annular gear is carried by the cylinder head means, saidplanetary gears able to orbit about said shaft axis and providing theindexing of said cam with said cylinder means and having their rotatableaxes fixed relative to said cam.

Preferably said engine operates as a diesel engine.

Preferably said engine operates as or as if a petrol engine.

In yet another aspect the present invention consists in an internalcombustion engine having

a crank shaft having a shaft axis and having a crank axis oblique to theshaft axis but aligned to intersect therewith at X,

an array of piston and “cylinder” assemblies to rotate as assembliesrelative to and about said shaft axis, each said assembly having areciprocal axis between its top dead centre (TDC) and bottom dead centre(BDC), each such reciprocal axis midway between TDC and BDC being normalto a line projected from X, each said “cylinder” being of anyappropriate cross section (with respect to its reciprocal axis) and thecross section of each complementary piston being complementary to thecross section of its cylinder,

piston control means mounted to rotate about said crank axis,

connection means for each piston from said piston control means, theconnection between each said connection means and said piston controlmeans and/or between each said connection means and its piston havingsufficient degrees of freedom to allow the requisite reciprocal movementof said pistons within each associated cylinder thereof as the array ofassemblies rotates relative to and about the shaft axis,

cylinder head means which holds and/or defines the cylinders in saidarray, said head means including at least two ports per cylinder, and atleast one inlet valve per cylinder actuable directly or indirectly withthe relative rotation of said crank shaft to allow (timed to thereciprocal movement of each piston in its cylinder and to the rotationalposition of the cam) the induction of air into its correspondingcylinder and compression, power strokes of a two stroke combustionengine

AND WHEREIN

means is provided whereby, directly or indirectly (eg; via said crankshaft), power can be taken off said crank shaft as it rotates relativeto said cylinder head means.

Preferably said head providing means includes at least two ports percylinder.

Preferably each said connection connects said piston control means to apair of piston and cylinder assemblies, each piston and cylinderassembly of such a pair having a different head providing means (each ofwhich in turn has its own said port means), and each said piston andcylinder assembly of such a pair having its said line projected from Xthe same angle on either side of a line projected normal from the crankshaft axis at X.

Preferably a cam is rotatable about said crank axis to control themotion of each valve.

Preferably said cam is indexed, directly or indirectly, with said eachcylinder head means.

Preferably said indexing is by annular and planetary gearing.

Preferably the power take off is from said crankshaft and said gearingtransmits the gearing increased torque to the cam to serve as a timingfunction.

Preferably the annular gear is carried by the cylinder head means, saidplanetary gears able to orbit about said shaft axis and providing theindexing of said cam with said cylinder head means and having theirrotatable axes fixed relative to said cam.

In still a further aspect the present invention consists in an internalcombustion engine having as at least part of an assembly,

a shaft carrying a precessing crank,

at least one combustion chamber each indexed at some rate to therelative rotation of said shaft yet port for two or four stroke cycleoperation,

at least one piston or other compression/driven type complementarymember for said combustion chamber (hereinafter “piston”) to orbit saidprecessing crank, each for a combustion chamber,

a connection member to move each piston in its combustion chamber asrequired for said two or four stroke cycle operation, and

a member or members (hereinafter “wobbling member(s)”)mounted as ifjournalled directly or indirectly from said precessing crank (orequivalently thereto) and controlling the piston moving motion of eachconnection member as the assembly rotates,

the power strokes of each piston via its said connection member, saidwobble member(s), said crank and the indexing driving or driving fromsaid output shaft.

In still a further aspect the present invention consists in an internalcombustion engine comprising

at least one shaft carrying a precessing crank, the crank axisintersecting obliquely the shaft axis or aligned shaft axes of said atleast one shaft,

at least one combustion chamber to orbit relative to said shaft axis ofsaid at least one shaft at an indexed rate or a port member (hereinafterreferred to), said combustion chamber(s) having at least one passagewayto allow flow of fluids into and out of said combustion chamber,

at least one compression member such as a piston (hereinafter “piston”)to orbit relatively said crank axis and to act as the compression and/ordriven member (eg. piston) of said combustion chamber(s),

at least one member (hereinafter “wobbling member”) mounted as ifjournalled directly or indirectly to said precessing crank so as to beable to rotate relative to and about said crank axis to thus wobbleabout the shaft(s) axis and controlling the motion of said piston(s),and

at least one port or multiple port member (hereinafter “port member”)over which said at least one opening rotates to provide at knownintervals,

(i) at least one opening for fluid to flow in to and/or out of eachcombustion chamber(s), and

(ii) a closure to each said combustion chamber(s).

Preferably said precessing crank is carried between two precessing crankcarrying members each forming part of or secured to opposed (indirection) output shafts positioned on a common axis, the central axisof precession of said precessing crank being coaxial with said axis ofrotation of said output shafts, the intersection of said crank axis andsaid axis of rotation of said output shafts being between saidprecessing crank carrying members.

Preferably the axis of said wobbling member(s) extends through saidintersection such that motion induced by said wobbling member(s) on saidpistons is rotational only.

Preferably connection rods extend from the distal end of said wobblingmember(s) to said at least one piston, said piston capable of rotatingand translating relative to said wobbling member(s) to maintain a motioncoaxial with it respective said combustion chamber(s).

Preferably said combustion chamber(s) is located inside a combustionchamber housing, said combustion chamber housing coupled to said outputshaft(s) by at least one coupling means such that rotation of said atleast output shaft(s) induces proportional rotation of said combustionchamber housing (or vice versa) about said axis of rotation of saidoutput shaft(s) in the same or opposite rotational direction.

Preferably a plurality of wobbling members extend from said precessingcrank. Each axis of said wobbling members extend through saidintersection. Each wobbling member carries two connection rods extendingin opposite directions. Said connection rods are journalled directly orindirectly to its respective said wobbling member, and are able torotate relative thereto and able to translate along said wobbling memberaxis relative thereto.

Preferably said wobbling member has disposed therefrom and positioned ona plane normal to said crank axis and passing through said intersection,at least one piston substantially in the form of a segment of a disc,the circumferential edge of said at least one piston (during operationof said engine), tracing part of an imaginary sphere,

said combustion chamber(s) defined at least by,

(i) an outer casing defined by said imaginary sphere,

(ii) said at least one port or multiple port member,

(iii) radially extending walls, located adjacent the radial edges ofsaid at least one piston, and

(iv) said wobbling member.

Preferably said wobbling member is spherical in shape in at least thatpart defining said combustion chamber(s).

In still a further aspect the present invention consists in a fluiddisplacement/compression machine having as at least part of an assembly,

an input shaft carrying a precessing crank,

at least one compression chamber indexed at some rate to the rotation ofsaid input shaft yet port for fluid displacement/compression,

at least one piston or other compression/driven type complimentarymember for said compression chamber (hereinafter “piston”) to orbit saidprecessing crank, each for a compression chamber,

a connection member to move each piston in its compression chamber asrequired for said fluid displacement/compression, and

a wobbling member or members mounted as if journalled directly orindirectly from said precessing crank (or equivalently thereto) andcontrolling the piston moving motion of each connection member as theassembly rotates,

the displacement/compression strokes of each piston via its saidconnection member, said wobble members and crank pin driven by saidoutput shaft.

In yet a further aspect the present invention consists in a fluiddisplacement/compression machine comprising

at least one input shaft carrying a precessing crank, the crank axisintersecting at an incline to the axis of rotation of said at least oneinput shaft,

at least one compression chamber to orbit said axis of rotation of saidat least one input shaft at a some rate relative to said input shaft(s)or said port member (hereinafter referred to) said compressionchamber(s) having at least one passageway to allow flow of fluids in toand out of said compression chamber,

at least one compression/displacement member such as a piston(hereinafter “piston”) to orbit said crank axis and to act as thecompression and/or driven member (eg. piston) of said compressionchamber(s),

at least one wobbling member mounted as if journalled directly orindirectly to said precessing crank so as to be able to rotate relativeto said crank axis to wobble about the rotational axis of said inputshaft(s) and controlling the motion of said piston(s), and

at least one port or multiple port member (hereinafter “port member”)over which said at least one opening rotates to provide at knownintervals,

(i) at least one opening for fluid to flow in to and/or out of eachcompression chamber(s), and

(ii) a closure to each said compression chamber(s).

Preferably said precessing crank is carried between two precessing crankcarrying members each forming part of or secured to opposed (indirection) input shafts positioned on a common axis, the central axis ofprecession of said precessing crank being co axial with said axis ofrotation of said input shafts, the intersection of said crank axis andsaid axis of rotation of said input shafts being between said precessingcrank carrying members.

Preferably the axis of said wobbling member(s) extends through saidintersection such that motion induced by said wobbling member(s) on saidpistons is rotational only.

Preferably connection rods extend from the distal end of said wobblingmember(s) to said at least one piston, said piston capable of rotatingand translating relative to said wobbling member(s) to maintain a motioncoaxial with it respective to said combustion chamber(s).

Preferably said compression chamber(s) is located inside a compressionchamber housing, said compression chamber housing coupled to said inputshaft(s) by at least one coupling means such that rotation of said atleast input shaft(s) induces proportional rotation of said compressionchamber housing (or vice versa) about said axis of rotation of saidinput shaft(s) in the same or opposite rotational direction.

Preferably a plurality of wobbling members extend from said precessingcrank, each axis of said wobbling members extending through saidintersection, each wobbling member carrying two connection rodsextending in opposite directions, said connection rods journalleddirectly or indirectly to its respective said wobbling member, and ableto rotate relative thereto and able to translate along said wobblingmember axis relative thereto.

Preferably said wobbling member has disposed therefrom and positioned ona plane normal to said crank axis and passing through said intersection,at least one piston substantially in the form of a segment of a disc,the circumferential edge of said at least one piston (during operationof said engine), tracing part of an imaginary sphere,

said compression chamber(s) defined at least by,

(i) an outer casing defined by said imaginary sphere,

(ii) said at least one port or multiple port member,

(iii) radially extending walls, located adjacent the radial edges ofsaid at least one piston, and

(iv) said wobbling member.

Preferably said wobbling member is spherical in shape in at least thatpart defining said compression chamber(s).

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a sectional view through a preferred form of a six cylinderspark ignition engine of the present invention;

FIG. 2 is a partially cross-sectioned, partially schematicrepresentation of part of the engine illustrated in FIG. 1 detailingsome of the essential geometry;

FIG. 3 is a perspective view of some of the components of the internalassembly of the engine of FIG. 1, including the two cylinder head means,piston control means, shaft and associated gearing;

FIG. 4 is a perspective view of some of the components of the internalassembly of the engine of FIG. 1, including the two cylinder head means,piston control means, and shaft;

FIG. 5 illustrates the path traced by the crank axis from point X asshown in FIG. 2;

FIG. 6 illustrates the path traced by the crank axis through point X asshown in FIG. 2;

FIG. 7 illustrates the rotations and translations of the piston controlmeans, crank axis, connection means and pistons in operation of thepreferred form of the engine of the present invention shown in FIG. 1;

FIG. 8 is a plan view of the cylinder head means, and associatedcylinders of the engine of the preferred form of the invention shown inFIG. 1;

FIG. 9 is a sectional view through section 8—8 of FIG. 8;

FIG. 10 is a perspective view of one of the cylinder head means of FIG.1, which also carries the associated annular gear;

FIG. 11 is a partial perspective view illustrating in more detail a portof the cylinder head means and associated cylinder;

FIGS. 12 and 13 are perspective views of a crank shaft, shaft andbalancing masses of FIG. 1;

FIG. 14 is a perspective view of the piston control means of the engineof the preferred form of the invention shown in FIG. 1;

FIG. 15 is a perspective view of the piston control means as mounted onthe crank shaft;

FIG. 16 is an end view of a connection means of an engine of thepreferred form of the invention shown in FIG. 1, the connection meansillustrated having two translational and one rotational degree offreedom;

FIG. 17 is a sectional view of part of the connection means taken alongline 17—17 of FIG. 16;

FIG. 18 is a top view of the connection means pin for the attachment ofthe connection means to the piston control means;

FIG. 19 is a side view of the connection means pin of FIG. 18;

FIG. 20 is a cross-sectional view of the connection means taken alongline 20—20 bush shown in FIG. 17;

FIG. 21 is a perspective view of the engine of the preferred form of theinvention shown in FIG. 1, wherein the port means and end member at oneend has been removed;

FIG. 22 is a perspective view of part of the engine of the preferredform of the invention shown in FIG. 1;

FIG. 23 is a perspective view of the planet gears and associated supportrings of the engine of the preferred form of the invention shown in FIG.1;

FIG. 24 is a perspective view illustrating the engagement of the planetgears with the annular gear of the engine of the preferred form of theinvention shown in FIG. 1;

FIG. 25 is a plan view illustrating in part the gear teeth of theannular gear, planet gears and shaft gear;

FIG. 26 is a sectional view through section 26—26 of FIG. 25;

FIG. 27 is a perspective view of an end member of the engine of thepreferred form of the invention of FIG. 1;

FIG. 28 is an alternative perspective view of the end member and portmeans of FIG. 27;

FIG. 29 is a plan view of the end member of FIG. 27;

FIG. 30 is a sectional view through section 30—30 of FIG. 29;

FIG. 31 is a plan view of the end member of FIG. 29 with which the portmeans is engaged and on which the preferred configuration of port meanscooling is illustrated;

FIG. 32 is a sectional view through section 32—32 of FIG. 31;

FIG. 33 is a partial bottom view of the port means and end member ofFIG. 28;

FIG. 34 is a perspective view of the engine of the preferred form of theinvention shown in FIG. 1 in which additionally parts such ascarburetors, air filters, exhausts, starter motor, coils and throttlecontrols are illustrated;

FIGS. 35a-35 i illustrate a sequence of positions of cylinders relativeto the port means of the engine of the preferred form of the inventionshown in FIG. 1 wherein the crank is counter-rotating to the cylinders;

FIGS. 35Aa-35Ai illustrate a sequence of positions of cylinders relativeto the port means of the engine of the preferred form of the inventionshown in FIG. 1 wherein the crank is co-rotating to the cylinders

FIGS. 36a-36 i illustrate a sequence of positions of cylinders relativeto the port means, in the operation of a cylinder/porting configurationof a similar engine shown in FIG. 1, having 5 pairs of opposingcylinders wherein the crank is co-rotating with the cylinders;

FIGS. 36Aa-36Ai illustrate a sequence of positions of cylinders relativeto the port means, in the operation of a cylinder/porting configurationof a similar engine shown in FIG. 1, having 5 pairs of opposingcylinders wherein the crank is counter-rotating with the cylinders;

FIGS. 37a-37 i illustrate a sequence of positions of cylinders relativeto the port means of an alternative form of the engine of FIG. 1,wherein there are 7 pairs of opposing cylinders and wherein the crank isco-rotating with the cylinders;

FIGS. 37Aa-37Ai illustrate a sequence of positions of cylinders relativeto the port means of an alternative form of the engine of FIG. 1,wherein there are 7 pairs of opposing cylinders and wherein the crank iscounter-rotating with the cylinders;

FIG. 38 illustrates an alternative arrangement of engine of the presentinvention, wherein there is no relative rotation between the cylinderhead means and port means;

FIG. 39 illustrates yet another arrangement of engine of the preferredform of the invention shown in FIG. 1, wherein a discontinuous shaft isutilised;

FIG. 40 illustrates a cross-sectional view through yet an alternativeform of the present invention utilising a partial spherical likecylinder arrangement;

FIG. 41 is a partially sectioned perspective view of an engine of formof the present invention shown in FIG. 40;

FIG. 42 illustrates a plan view of the pistons of the engine of FIG. 41and 40;

FIGS. 43a-43 i illustrate a sequence of positions of cylinder chambersrelative to the ports during the operation of a six or three cylinderengine of an engine of the present invention shown in FIG. 41;

FIG. 44 is a sectional view through another preferred form of the engineof the present invention of FIG. 1 adapted to run in a two stroke cycle;

FIG. 45 is a sectional view of an alternative arrangement of the engineof FIG. 44;

FIG. 46 is a sectional view through the engine of FIG. 1 illustratinglubrication and cooling fluid flows;

FIG. 47 is a more detailed view of that part of FIG. 1 about thecylinder head means;

FIG. 48 is a plan view of an end member showing the relative anglesbetween ports and spark plugs;

FIG. 49 is a more detailed view of that part of FIG. 1 about the annulargear.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

The most preferred form of the present invention which is hereindescribed in detail is a combustion engine having three pairs ofopposing pistons. The engine is shown in cross section in FIG. 1, andvarious details of its components and operation described areillustrated in FIGS. 2-33. In the most preferred form of the invention,the engine as shown in FIG. 1, consists of a shaft 1 which extendssubstantially all the way through the engine which carries a crank shaft2, having a crank axis 2 ^(A) oblique to the shaft axis 1 ^(A). Theangle between the shaft axis 1 ^(A) and the crank axis 2 ^(A) willherein be described and referred to as the crank angle. Although hereindescribed is a shaft which is a separate member to the crank shaft, theentire crank shaft/shaft arrangement may be of one part (ie the crankshaft).

The rotation of the shaft 1 about its shaft axis 1 ^(A) will rotate thecrank shaft 2 about the shaft axis 1 ^(A). FIG. 6 illustrates the pathtraced by the crank axis 2 ^(A) about the shaft axis 1 ^(A). At point X,where the crank axis 2 ^(A) and shaft axis 1 ^(A) intersect, there is norelative motion of the crank axis 2 ^(A) to the shaft axis 1 ^(A).

Carried by the crank shaft 2 and able to rotate about the crank axis 2^(A) is a piston control means 3. Most preferably the piston controlmeans 3 is rotatably mounted from the crank shaft 2 by tapered rollerbearings 50. Preferably such bearings are located at each end of thecrank shaft so as to axially locate the piston control means 3 to thecrank shaft 2. The bearings further ensure that the piston control meansplane of rotation 3 ^(A) remains at substantially 90° relative to thecrank axis 2 ^(A). Although undesirable, it is possible for thisinvention to be performed when the piston control means plane ofrotation 3 ^(A) and the crank axis 2 ^(A) are not at 90° to each other.

The piston control means 3 controls the reciprocal motion of three pairsof opposed pistons 6. It has been envisaged that any number of pairs ofopposed pistons can be utilised in an engine of this invention, andbrief details of such are discussed hereafter. Pistons 6 are located atthe distal ends of connection rod 4 which are disposed from and at theperimeter of the piston control means 3. In the preferred form of thepresent invention, three connection rods 4 are disposed from and at theperimeter of the piston control means at 120° intervals. Each connectionrod 4 is located and is of a shape to be symmetrical about the pistoncontrol means plane of rotation 3 ^(A), however this need not beessential, and an asymmetric connection rod 4 with changes to theassociated geometry, may be used in this engine.

The pistons may be of any cross section with respect to its reciprocalaxis, however in the preferred form of the present invention, thepistons have been illustrated as having a circular cross section.

Each piston is able to reciprocate inside of a complementary cylinder12.

The cylinders 12 are mounted in cylinder head means 5 which holds thecylinders 12 in a complementary array to the pistons. The cylinders maybe made of one unitary member as part of the cylinder head means 5 by,for example, casting and machining, or as in the preferred form ofindividual parts.

In a most preferred form the engine has two cylinder head means, one foreach set of opposed pistons.

Each cylinder head means 5 and cylinders 12 are able to rotate about theshaft axis 1 ^(A) and are equispaced from point X as shown in FIG 1. Theuse of cylinder head means bearings 52 between the cylinder head means 5and shaft 1, provides a suitable means of allowing such rotation.Preferably such bearings are ball bearings, however other suitable formsof bearing may be used.

The rotation of each of the two cylinder head means 5 about the shaftaxis 1 ^(A) is synchronous. Such synchronous rotation is in thepreferred form achieved by the use of cylinder head means connectors 53.Such cylinder head means connectors 53 are secured at their distal endsto each of the cylinder head means 5 by a suitable fastening means suchas a bolt or machine screw. In the preferred form there are threecylinder head means connectors 53, however a person skilled in the artwill realise that any number of such connectors 53 or otherconfigurations thereof, will ensure synchronous rotation of the twocylinder head providing means 5.

Located adjacent each cylinder head means 5 are port means 13, which inthe preferred form of the invention shown in FIG. 1, also carry sparkplugs 57 for the ignition of fuel in the cylinders 12 at appropriatetimes.

The port means 13 are each located by end members 54. Each end member 54locates the shaft 1 by the use of end member bearings 55 having an axisof rotation coaxial with the shaft 1. The bearings allow rotation of theshaft 1 to the end members 54. Preferably the bearings 55 are taperedroller bearing, which are able to bear against both radial and axialforces.

Each of the port means provide porting for the inlet of fuel into eachcylinder and co outlet of combusted gases out of each cylinder. Thelocation of the ports in the port means 13 and end members 54 allow thein-flow of fuel during the induction stroke of each piston, and outletof exhaust gases during the exhaust stroke of each of the pistons of afour-stroke engine. Additionally the port means locates at appropriateintervals spark plugs for the ignition of the fuel when the piston is ator near top dead centre. The rotation of the cylinder head meansrelative to the port means about the shaft axis 1 ^(A) allows for theports and spark plugs 57 to be presented to each cylinder in theappropriate sequence.

A rotational relationship between the cylinder head means 5 and theshaft 1 is achieved by the use of gears. In the preferred form one ofthe cylinder head means carries an annular gear 19. This gear 19 engageswith planet gears 10 which are associated with their adjacent end member54. They are rotatable about their axes to index the rotation of thecylinder head means 5 and the shaft gearing 11.

The expansion force produced by the combustion of fuel in a cylinder 12is transferred from the pistons 6 through the connection rods 4 to thepiston control means 3. This moment about point X provides a moment tothe crank shaft 2. Such a moment applied to the crank shaft 2 causes arotational displacement thereof about the shaft axis and causes theshaft to rotate correspondingly.

Each of the port means 13 have therein ports for the inlet and outlet offuel to and from the cylinders 12. Such ports are arranged on a pitchcircle diameter from the shaft axis 1 ^(A) and align with the openingsto each cylinder over a specific range of angular rotations of thecylinder head means 5. As the shaft 1 rotates as a result of the forceon the crank shaft 2, the rotating motion is transferred via the planetgears 10 to the cylinder head means 5. When the shaft 1 rotates thecylinder head means 5 orbits about the shaft axis 1 ^(A). The orbitingof the cylinder head means 5 about the shaft axis 1 ^(A) causes theopenings to each cylinder to 1) align with the inlet/outlet ports duringcertain ranges of orbital positions of each cylinder and 2) to be closedduring other ranges of rotation. The rotational positions of thecylinder head means relative to the port means for a four stroke engineare such that:

(a) fuel mixture is able to be induced (or blown) into the cylinder 12through inlet ports during the downward or expansion stroke of thepiston 6,

(b) fuel mixture is able to be compressed during the upward orcompression stroke of the piston 6 (and also injected for dieseloperated engines),

(c) combusting fuel mixture is able to be ignited and expand inside thecylinder 12 forcing the piston 6 downward during the power stroke,

(d) exhaust fluids are able to be expelled from the cylinder 12 throughexhaust ports 8 during the upward or exhaust stroke of the piston 6,

In the preferred form of engine as shown in FIG. 1 the planet gears 10induces a rotation in the cylinder head means 5 in an opposite directionto the rotation of the shaft 1.

However, with an alternative arrangement of the planet gears and annulargear, wherein the annular gear is carried by the port means 13 and theplanet gears are carried by the cylinder head means 5, co-rotation ofthe shaft 1 and the cylinders/cylinder head means and pistons will beachieved.

Illustrated in FIG. 35 is a sequence showing the alignments of thecylinder openings 12′ in the cylinder head means 5′ relative to theinlet/outlet ports of the port means 13′. It illustrates the engine ofFIG. 1 wherein the crank shaft is counter rotating to the cylinders, ata rotation of 3:1, proving 4 power strokes per revolution of the crankshaft.

The arrow C indicated in FIG. 35 is the direction of rotation of thecrank, and the arrow TDC is the top dead centre position of the crank.

In following around cylinder opening 12′, it can be seen that at topdead centre the cylinder 12′ is exposed partially to both inlet port 15′and exhaust port 8′ in the port means 13′. At top dead centre theexhaust fluids have all substantially been expelled from the cylinder12′. Immediately after the piston 6′ reaching top dead centre fuelmixture is induced (or blown) into the cylinder 12′ through inlet port15′. As the piston travels downwardly from the top dead centre positionthe cylinder 12′ become fully aligned with the inlet port 15′ (intake90°).

At substantially bottom dead centre, the cylinder 12′ becomes fullysealed by the port means and as the piston 6′ travels through bottomdead centre the fuel inside the cylinder 12′ starts to compress.

As the piston 6′ travels towards top dead centre, the fuel mixture isignited. For engines utilising petrol as a fuel, such ignition isinitiated by the sparking of a spark plug. However fuels such as dieselwill ignite due to their compression, and therefore no ignitioninitiating means is required. This alternative mode of operation ishereafter described in more detail.

As the piston 6′ travels from top dead centre to bottom dead centre as aresult of the combustion of the fuel mixture, power is transferred tothe shaft via the connection means 3 and crank shaft 2. As the piston 6′reaches bottom dead centre, the cylinder chamber 12′ becomes alignedwith a second exhaust port 8′ located in the port means 13. As thepiston passes through bottom dead centre, and returns to top deadcentre, exhaust fluids are able to be expelled out through outlet port8′. Thereafter the sequence repeats for the next compression, power,exhaust, and induction strokes. The positioning of the inlet and outletports and spark plugs on the port means, and the indexing of the headmeans to the shaft 1 and port means 13 results in the openings to thecylinders 12 to be aligned with the appropriate ports and spark plugs atthe appropriate axial positions of each of the pistons relative to thecylinders. As the engine of the preferred form of the invention isdouble acting, the ports and spark plugs of the two port means are notaligned with one another ie when one of a pair of pistons is travellingin its power stroke, the other of the pair of pistons will mostpreferably be in its exhaust stroke. Alternatively, whilst one of thepair of pistons is going through its power stroke, the other of the pairof pistons may be in its compression stroke. Table 1 below illustratesthe alternatives to the strokes through which a pair of pistons of afour stroke engine may be travelling.

TABLE 1 STROKE OF ALTERNATIVE STROKE OF FIRST SECOND CYLINDER STROKE OFSECOND CYLINDER OF PAIR CYLINDER OF PAIR CYLINDER OF PAIR POWER EXHAUSTCOMPRESSION EXHAUST INTAKE POWER INTAKE COMPRESSION EXHAUST COMPRESSIONPOWER INTAKE

FIG. 35A is an engine of FIG. 1 wherein the crank and the cylinders areco-rotating. As a result, the crank to cylinder gearing ratio of 9:1 andthe 4 inlet and 4 outlet ports per end member, 2.7 power strokes perrevolution of the crank result.

FIG. 2 illustrates part of the engine of FIG. 1, and shows the obliqueangle (crank angle) between the crank shaft axis 2 ^(A) and shaft axis 1^(A). The plane of rotation of the piston control means 3 is defined bythe plane 3 ^(A) which is normal to the crank shaft axis 2 ^(A). Therotation of the crank shaft 2 about the shaft axis 1 ^(A) causes thedistal ends of the piston control means 3 to follow a locus of an arc ofcentroid at point X. The crank radius 58 is the radius of the gudgeonpins connecting the connection rods 4 to the pistons 6, when at top deadcentre and bottom dead centre, from point X. As the reciprocation of thepistons inside of the cylinders is along a linear axis (the piston axis6 ^(A)) there exists a slight degree of difference in the path followedby each piston between top dead-centre and bottom dead-centre and thecrank radius 58. This difference is compensated for by allowing theconnection rods to move radially relative to the piston control meansalong the piston control means plane of rotation 3 ^(A). The pathdifference is minimised by ensuring that the normal to the piston axisat midway between top dead-centre and bottom dead-centre of each piston,passes through the intersection of the crank shaft axis 2 ^(A) and shaftaxis 1 ^(A) at point X shown in FIG. 2.

FIGS. 3 and 4 are perspective views of the internal components of theengine of FIG. 1, where the cylinders 12 have not been represented.Annular gear 19 is secured to one of the cylinder head means 5 by use ofa suitable fastening means such as bolts or machine screws. It islocated at only one of the cylinder head means 5. In the most preferredform the annular gear 19 has square-cut teeth, however it is envisagedthat helical, or double helical gears will also be suitable. The annulargear 19 is positioned on the cylinder head means 5 such that its centrecoincides with the shaft axis 1 ^(A).

FIG. 24 is a perspective view of the annular gear 19 associated withcomplementary cut planet gears 10. The planet gears are held in a fixedrelationship to each other by the use of a ring 59 and planet gearmounting plate 86 which hold the axis of rotation of each of the planetgears in a fixed relationship.

FIG. 25 is a plan view of the annular gear 19, planet gears 10, ring 59and shaft gear 11. Although in the preferred form of the presentinvention, three planet gears 10 are used, a person skilled in the artwill realise that any number of such planet gears disposed between theannular gear 19 and shaft gear 11 can be used. The axes of the planetgears are held stationary relative to the port means 13 and end member54. This is achieved by the fixing of the mounting plate 86 to the endmember 54 by several fastening means such as screws, bolts or machinescrews. When the planet gears 10 are held stationary, a clock-wiserotation of the annular gear 19 will result in an anti-clockwiserotation of the shaft gearing 11. It is envisaged that although in thepresent form of the invention with its preferred gearing arrangement,the end members are held stationary, alternative forms of the presentinvention may have a stationary shaft 1 or stationary cylinder headmeans 5. In such configurations relative rotation of the shaft 1, endmembers and port means, and cylinder head means are as shown in Table 2below.

TABLE 2 Clockwise shaft axis cylinder head port means Output fromrotation rotation rotation shaft axis clockwise anticlockwise fixedclockwise fixed clockwise cylinder head anticlockwise clockwise fixedfixed clockwise clockwise port means fixed clockwise clockwise clockwisefixed clockwise

When the cylinder head means 5 and the shaft 1 are co-rotating, by theappropriate arrangement of the annular gear and planet gears, therelative rotations of the shaft 1, end members and port means, andcylinder head means are shown as in Table 3 below.

TABLE 3 Clockwise shaft axis cylinder head port means Output fromrotation rotation rotation shaft axis clockwise clockwise fixedclockwise fixed anticlockwise cylinder head clockwise clockwise fixedfixed clockwise clockwise port means fixed clockwise clockwiseanticlockwise fixed clockwise

FIG. 49 is an enlarged view of the region of FIG. 1 about the annulargear and bearings.

FIG. 26 is a sectional view through line 26—26 of FIG. 25. Mostpreferably the shaft gear 11 has a sleeve type arrangement to allow itto fit over the shaft 1. To ensure that the shaft gear is rotatablysecured to the shaft 1, a pin, spline or key way type engagement ispreferable. A person skilled in the art will however realise that manyother methods of securing and/or presenting a shaft gear from the shaftare available. For instance the gear may be cut as part of the shaft orshrink fitted thereto, but as it is preferably for the gear to behardened it is a separate gear.

FIGS. 12 and 13 are perspective views of the shaft 1 and shaft gear 11,crank shaft 2 and balancing masses 60. The shaft 1 is most preferablymade from medium tensile steel and is of a stepped diameter, the largestof which is in the middle, to allow the crank shaft 2, balancing masses60, shaft gearing 11 and shaft bearings to be slidably located on theshaft 1.

The crank shaft 2 is of circular cross section having a bore oblique tothe crank axis 2 ^(A). The bore corresponds to that part of the shaft 1at which the crank shaft 2 is to be located. The centre line of the boreintersects the crank shaft axis 2 ^(A) most preferably at the centroidof the crank shaft.

The crank shaft 2 is secured to the shaft 1 by the use of dowel pin.Alternatively the crank shaft may be secured to the shaft 1 by the useof splines, key ways or shrink fitting, or all such methods.Alternatively the crank shaft may be formed by machining the shaft 1.Balancing masses 60 are secured to the shaft 1 to ensure that during theoperation of the engine, the out of balance forces of the rotating andreciprocating mass of parts are minimal. The balancing masses 60 aremost preferably made of medium tensile steel and are secured to theshaft 1 by the use of dowel pins. Again alternative forms, as beforedescribed, of securing such masses may be used. Because the motion ofthe reciprocating parts is sinusoidal, ie simple harmonic motion, onlyprimary out of balance forces are generated. This implies that the twobalancing masses can theoretically balance such out of balance masses,leaving no residual out of balance force. A simple, calculation of theout of balance forces on the shaft 1 during the operation of the enginewould determine the location, shape and size of the balancing masses 60which are suitable.

Alternatively the crank shaft and shaft may be forged from a one piecebillet of suitable grade of steel.

Mounted from the crank shaft 2 is the piston control means 3. The pistoncontrol means 3 is rotatable about the crank axis 2 ^(A) by the use ofbearings 50. As illustrated in FIG. 1, the bearings 50 are taperedroller bearings. Alternatively, ball bearings may be utilised, but dueto the moments which are created by the reciprocating motion of thepistons, it is desirable that the bearings are able to bear a thrustcomponent of force. Two tapered roller bearings 50 are secured to theends of the crank shaft 2, as shown in FIG. 1. The piston control means3 includes a piston control means collar 61 or ring as shown in FIG. 14having an inside bore, able to engage with the outer race of the taperedroller bearings 50. This ensures that the piston control means isaxially restrained from moving relative to the crank shaft. Annularthrust plates 73 locate onto the crank shaft by use of machine screws tolocate the bearings axially thereto.

Radially extending from the piston control means collar 61 are pistoncontrol means arms 62. The number of arms 62 of the piston control meanscorrespond to the number of pairs of pistons 6 used in the engine.

The piston control means may be of any shape and does not necessarilyneed to present arms as shown in FIG. 14. Alternatively the pistoncontrol means may be a disc to which at its circumference, connectionmeans are able to be located.

Connected to the distal ends of the arms 62 of the piston control means3 are connections rods. FIG. 16 illustrates the end view of a connectionrods 4. In the most preferred form one connection rods 4 is located atthe distal ends of each of the arms 62, and each control a pair ofopposing pistons. It is however envisaged that this engine may operatein a single acting mode, wherein each connection rod would control onlyone piston. However, in the most preferred form the engine is doubleacting, as in this mode of operation the out of balance forces andmoments are more easily balanced. Furthermore the construction of theembodiment of the engine is not much less complex for a single actingcylinder arrangement compared to a double acting cylinder arrangement oftwice the capacity.

Each piston is connected to a distal end of a connection rod 4 by theuse of a standard gudgeon pin type arrangement, which extends throughthe gudgeon pin hole 84 in the connection rod.

The connections rods 4 are connected to the piston control means 3 by aconnection means pin 63. The pin 63 is preferably press fitted into ahole in the piston control means, but may alternatively be a partthereof. The connection rod pin 63 is located in a bush 64 which locatesinside a bore of the connection rod 4, as shown in FIG. 17. Due to thealignment of the cylinder axis with the shaft axis, the shaft axis 1^(A) coincides with the plane of symmetry 4 ^(A) of the connection rods4 shown in FIG. 16.

As a result of the rotation of the pistons about both the crank shaftaxis 2 ^(A) and shaft axis 1 ^(A), the connection rods 4 carrying thepistons needs to be rotatable relative to the piston control means 3about the piston control means plane of rotation 3 ^(A). The connectionmeans bush 64 shown in FIGS. 17 and 20 provides for this rotationaldegree of freedom of the connection rods 4 about the piston controlmeans plane of rotation 3 ^(A). Many alternative means of achieving suchrelative rotation between the connection rods 4 and piston control means3 have been envisaged. Such include the use of roller or ball bearings,located at the piston control means or located anywhere along the pistoncontrol means arms 62. Alternatively a hinging type arrangement may beutilised as part of the connection rods 4, having a pivoting axis toallow relative movement to the connection rods 4.

As the displacement of the pistons inside of and relative to thecylinders is linear, but the rotation of the crank shaft 2 ^(A) aboutthe shaft 1 ^(A) causes the locus (relative to the cylinder) of thepiston control means to be an arc having a centroid at point X (shown inFIG. 2), a second degree of freedom of the connection rods 4 relative tothe piston control means 3 is essential. This second degree of freedomis also provided for by the connection rods bush. The bush is able toslide backwards and forwards inside of the bore of the connections rods4, along the piston control means plane of rotation 3 ^(A)

The degree of difference in the path of each piston inside the cylinderand the locus of the piston control means has been minimised bypositioning the gudgeon pin at a distance from the piston control meansplane of rotation 3 ^(A) such that at midway on the line between topdead centre and bottom dead centre of the gudgeon pin, the normalthereto intersects at point X (the intersection of the crank shaft axis2 ^(A) and shaft axis 1 ^(A)) as shown in FIG. 2. In the most preferredform the connection rods 4 are symmetrical about the piston controlmeans plane of rotation 3 ^(A) and to this extent the essential geometryof the cylinder head means and cylinders are substantially symmetricalabout the axis normal to the shaft axis 1 ^(A).

The rotation of the pistons about the crank shaft axis 2 ^(A) and itsrotation about the shaft axis 1 ^(A) causes yet a further difference inrelative displacement of the piston control means to of each respectivecylinder. The difference is due to the non-synchronous wobbling likerotation of the piston control means 3 about the crank shaft axis 2 ^(A)and the cylinder head means 5 about the shaft axis 1 ^(A) when viewedfrom the direction of the shaft axis 1 ^(A). As the pistons rotatesynchronously with the cylinder head means 5, the non-synchronousrotation of the piston control means 3 to pistons 6 needs to be absorbedsomewhere therebetween. In the most preferred form this difference inrotation is compensated for by the connection rod bush 64. The bushprovides a third degree of freedom to the connection means in adirection of the piston control means plane of rotation 3 ^(A). Howeverto ensure there is some positive association of the connection meansgrow the cylinder head means, one of the connection rods does not havethis third degree of freedom relative to the piston control means 3. Thepiston control means arm extending to the connection rods 4 having onlytwo degrees of freedom, does rotate synchronously with the cylinder headmeans. The third degree of freedom in the other two connection rods isachieved by the connection rod bush 64 and connection means pin 63.FIGS. 18 and 19 illustrate the connection rod pin 63, having thereinslots or reliefs 65. The connection rod bush 64 as shown in FIG. 20 hasridges complementary to the connection means pin slots 65. FIG. 17 showsthe relationship of the connection rod pin 63 and connection rod bush 64when located inside of the connection rods 4. The slots 65 allow for theconnection means to translate relative to the piston control means 3 ina plane parallel to the rotational plane of the cylinder head means 5.

The third degree of freedom may alternatively be provided in the gudgeonpins of the connection rods 4, however in the most preferred form it wasfound to be more effective to have this third degree of freedom providedfor at the connection rod pins 63.

Alternatively, the piston control means arms may be pivotable at a pivotaway from their distal ends, who's axis is parallel to the crank shaftaxis. To ensure transmission of power from the pistons, one of such armswould be fixed and non-pivotable, and the other two would be pivotable,for a six cylinder opposed pair engine.

Most preferably the connection rods 4 are made from high tensilealuminium which is either cast and machined, or machined. They mayalternatively be fabricated. The connection rod bushes are mostpreferably made from sinted bronze or bronze and similarly theconnection rod pins 63 are of chromium steel having a high surfacefinish.

FIG. 8 is a planar view of a cylinder head means 5 which carries threecylinders 12. The cylinder head means 5 locates and secures each of thecylinders in a fixed array. FIG. 9 shows a cross sectional view throughsection 9—9 of FIG. 8. It shows how each cylinder 12 is secured to thecylinder head means 5 by a plate ring or collar which locates around theperimeter of the cylinder 12. The use of machine screws or bolts or thelike, ensures secure attachment of each of the cylinders to the cylinderhead means. Also illustrated in FIGS. 8 and 9 are the cylinder headmeans connectors 53 which connect each of the two cylinder head means 5to each other. The connectors 53 locate into a bore or aperture of eachof the cylinder head means 5. The cylinders are made from commonly usedmetal alloys for cylinders of engines known.

Each of the cylinders 12 has therein a relief to accommodate for theoscillating motion of the piston control means arms 62 relative to thecylinders.

FIGS. 10 and 11 illustrate the surface of the cylinder head means 5which engages with the port means 13. A ring seal 100 shown in FIGS. 1and 47, having apertures located to correspond with the raised portionsof the cylinder head means about each of the openings to the cylinders,rotates with the cylinder head means. The ring seal has a centroid atthe shaft axis 1 ^(A) and is of internal and external diametersufficient provide the sealing to each of cylinder openings. Preferablythe ring seal is made from a hard steel such as that used for saw bladescoated with a friction reducing coating.

Annular seals 101 and 102 are located about the openings to thecylinders in an annular groove and below the ring seal. FIG. 47 shows inmore detail, the preferred arrangement of such seals. When thecompressed fluids in the cylinders attempt to escape therefrom, theincrease pressure due to such fluids increase the pressure inside of thecavity 103 and press the ring seal against the port means, closing offthat escape route. Similarly the increase in pressure on the inside wallof seal 101 forces the seal 102 against the outside wall of the annulargroove and seals off that escape route.

A person skilled in the art will realise that many other methods ofsealing the cylinder openings to the port means are possible.

In the most preferred form of the present invention, the end members 54carry the port means 13. FIG. 28 is a perspective view of an end member54 and port means 13. Although in the preferred form of the presentinvention, the port means 13 and end member 54 are separate parts, theport means and end member can be a single item. In the preferred form ofthe present invention the end members 54 are made from aluminium, andthe port means 13 are made from a steel suitable for case hardening fordurability and strength. The use of a case hardened steel for the portmeans is desirable as the port means 13 are subjected to frictionalforces from their relative rotation to the cylinder head means 5 andalso to the combustion heat from the fuel in each of the cylinders.

Each of the port means 13 in the preferred form of the presentinvention, has two inlet ports 15 and two exhaust ports 8 for theinduction of a fuel/air mixture and the exhaust of combusted fuelrespectively.

In the most preferred mode of the present invention and wherein theengine operates in a standard four stroke counter rotating sequence, onerevolution of the cylinder head means about the shaft axis 1 ^(A)results in each of the pistons having two four stroke cycles. As thegearing ratio is 3:1 between the shaft and the cylinder head means, onerevolution of the cylinder head means relative to the port means,results in four revolutions of the cylinder head means relative to theshaft, when the engine is operating in a counter rotating mode. When theengine is operating in a co-rotating mode, wherein the cylinder headmeans rotates in the same direction as the shaft, one revolution of thecylinder head means relative to the port means results in tworevolutions of the cylinder head means relative to the shaft. The mostpreferred sequence of operation has been schematically illustrated inFIG. 35. Spark plugs initiate the combustion of the fuel inside of thecylinders when the piston approach TDC. To this extent the port means isalso provided with apertures 66 for presenting a spark plug to thecylinders at appropriate intervals. In the most preferred mode where thepistons travel through two 4 stroke cycles, two spark plugs arepresented from each port means.

The end members 54 contain apertures corresponding to those in the portmeans to allow for the provision of fuel/air, and spark plugs and forthe exhaust of exhaust gases to the apertures in the port means 13.

FIG. 29 is a plan view of an end member 54 illustrating the relativepositions of the outlet ports 15, inlet ports 8 and spark plug apertures66. In the preferred form of the present invention, all ports are at thesame pitch circle diameter. The apertures located on the perimeter ofthe end member 54 allow for the securing of structural members 68 asshown in FIGS. 1, 21, and 22 which hold both end members 54 in fixedrelationship.

FIG. 30 is a sectional view through section 30—30 of FIG. 29. It showsthe port means relief 67 into which the port means 13 is able to locate.The end member 54 of FIGS. 29 and 30 is that end member which houses thegearing of FIG. 26 between the cylinder head means 5 and the shaft 1.The threaded screw holes 85 in one of the end members 54 locate themachine screws which fasten the planet gears mounting plate 86 as shownin FIG. 23 to the end member 54.

FIG. 32 is a sectional view through section 32—32 of an end member shownin FIG. 31. In FIG. 32, the port means 13 has been illustrated inassociation with the end member 54. Shown in both FIGS. 30 and 32 arethe outlet port 8 and spark plug aperture 66 through both the port means13 and end member 54. The inlet and outlet ports 15 and 18, are reversedon the opposite port means and end member located at the other end ofthe engine.

Although herein described are engines having openings to each cylinderat an identical pitch circle diameter, alternatively some openings maybe at different pitch circle diameters, having corresponding ports inthe port means at differing corresponding pitch circle diameters. Thistype of arrangement can be utilised by engines having different firingsequences and geometry.

For the engine of the preferred form of the invention, the line drawnbetween the two spark plugs of one of the end members, is at 45° to theline drawn between the two spark plugs of the other end member. This 45°offset ensure that the ports, and spark plugs of each of the end membersare located in the correct position for each of the opposed pairs ofpistons. When the crank rotates 180° relative to the cylinder headmeans, the cylinder head means is moved −45° to the port means, and thecrank is moved +135° relative to the port means. This total 180° and hasa ratio of 3:1 corresponding to the gearing. As a result the offset ofthe end members is required to be 45°.

FIG. 48 shows the end member of FIG. 29. In the preferred form of theengine of the present invention, wherein there are three pistons at eachend of the engine, the angle between the spark plug centre and the mostadjacent port is 67.5°, and the angle between pairs of ports is 45°. Theinlet and outlet ports 15 and 8 respectively as shown in FIG. 33 expandin cross sectional area at or towards the surface of the port meanswhich engages with the complementary surface of the cylinder head means5. This expansion of area is desirable to ensure that a larger port areais presented to each of the cylinders as they rotate over the ports.This ensures better transfer of fluids into and out of the cylinder andalso provides-the required inlet and exhaust duration as the cylindersrotate past. For the size of ports used and size of cylinder openings,the intake ports opens at 30° before TDC and closes at 30° after BDC,and the exhaust port opens at 30° before BDC and closed at 30° afterTDC. Geometry for other configurations of engine can also be determinedby simple calculations.

Reliefs 69 have been provided in the end members to increase theirsurface area to provide efficient cooling of the end members and portmeans. Although herein shown, the relief 69 are of a particularconfiguration, any other alternative configuration to provide a suitablemeans of cooling can be used.

FIG. 33 is a bottom view of the end member 54 and port means 13. Asshown, the port means is most preferably ring shaped and planar. Theport means may however have a bevelled surface which is presented to acomplementary surface of the cylinder head means 5. In fact thecomplementary surfaces of the port means 13 and cylinder head means 5may be of any contour, however the most preferred shape is planar asthis is easy to manufacture.

The bottom view of the end member 54 and port means 13 also illustratesthe planet gear screw holes 85, which are able to receive machine screwswhich secure the planet gear mounting plate 85 to the end member 54.Preferably there are three of such screw holes present in the end member54. The slots 94 in the planet gear mounting plate 86 allow a degree ofadjustment of the location of the planet gears relative to the endmember. This degree of freedom allows for the timing of the relativerotation of the cylinder head to the port means to be adjustable. Alsoincluded in the planet gear mounting plate 86 is a pin hole 95 which isable to receive a pin therethrough to lock the mounting plate 86 to theend member. The screws which extend through the slots 94 would not besufficient to rotationally hold a mounting plate to the end member.

Although herein described in detail with reference to the variouscomponents and parts, is a combustion engine which has three opposingpairs of pistons, this invention can be adapted to a combustion enginewith more than three opposing pairs of pistons or single acting pistons.The gear ratio between the shaft 1 and cylinder head means 5 is relatedto the number of pairs of pistons of the engine. The gear ratio of theengine of FIG. 1 operating in a four stroke cycle is defined by

W _(s) /W _(c)=−N

wherein W_(S) is the rotation of the shaft 1, W_(C) is the rotation ofthe cylinder head means 5 and N is the number of pairs of cylinders.Hence for three pairs of opposed pistons, the shaft rotates at threetimes the speed of the cylinder head means 5 and preferably but notessentially in opposite directions. For a co-rotating engine having 3opposed pair of pistons and each end member having 4 inlet and outletports with a gear ratio of 9:1, Ws/Wc=+N².

FIG. 36 illustrates a sequence through half a revolution of thecylinders of a spark ignition combustion engine having five pairs ofopposed pistons. In this configuration the cylinders are co-rotatingwith the crank. The crank to cylinder gearing ratio is 5:1. Each of theport means has 2 inlet and 2 outlet ports, proving for 4 power strokesper revolution of the crank. FIG. 36A show a 5 pair of opposed cylinderengine, wherein the crank is counter co-rotating to the cylinders. Thegearing ratio is at −5:1, and for 6 ports per port means, results in 6power strokes per revolution of the crank.

Similarly FIG. 37 illustrates a sequence through one third a revolutionof the cylinders of a spark ignition combustion engine having sevenopposed pairs of pistons. In one single revolution of the cylinder headmeans 13′ of FIG. 37, a single piston moves through three cycles of afour stroke cycle. FIG. 37 shows the relative rotations of the cylinderhead means 13 and the port means through one third of a revolution, ieone four stroke cycle. FIG. 37A is a counter rotating version of a sevenpair of opposed cylinder engine,. The gearing ratio of the crank tocylinders is −7:1 and for 8 ports per port means, 8 power strokes perrevolution of the crank result.

In the most preferred form of the present invention as shown in FIG. 1,fuel is supplied to the cylinders when required through the inlet ports15 by natural aspiration. The fuel and air mixture is mixed by the useof carburettors 70 located at each inlet port as shown in FIG. 34. Mostpreferably the carburettors are 28 mm ID, flat side venturi type. Aperson skilled in the art will realise that alternative carburettors maybe used, and where the capacity of the cylinders is different to thatherein described, other suitable carburettors may be required. Air isdrawn into the carburettors 70 through air filters 71. A throttlecontroller 72 is connected to throttle cables controlling the fuel intothe carburettors 70 and is thereby able to control fuel quantities drawninto each cylinder. The throttle controller, controls all fourcarburettors of the engine of FIG. 1 simultaneously. Simultaneousoperation is desirable to ensure that the expansion forces of thecombusted fuel in each cylinder are substantially similar.

In the most preferred form a starter motor 73 of which part is shown inFIG. 34 drives by way of belt drive at start-up, the alternator pulley74. This in turn during start-up drives a smaller alternator pulleywhich connects by way of belt drive onto a pulley of shaft 1. Once theengine is operating, a suitable form of clutching or disengaging of thestarter motor from the shaft 1 is required. Such may include a spragclutch within the starter motor. A person skilled in the art willrealise that there are many alternative ways of achieving start-up.Although herein described in the most preferred form, a starter motorconnects indirectly to the shaft 1 by the use of belts, many other formsof direct and indirect driving means are usable. As an example, aseparate starter motor may directly drive the shaft 1 to start theengine. Alternatively the engine may be started by way of pneumatics,forcing compressed air or other fluid into the cylinders to initiate themotion thereof This method of starting an engine is commonly used onlarge trucks and ship engines. Alternatively rotation of the engine atstart-up may be achieved by applying a force to the cylinder head means5 by way of friction drive or direct drive coupling.

The engine will further include as part of its electrical circuits acoil 75 and electronic ignition module 76, and alternator 78 as shown inFIG. 34. The sparking of the spark plugs in the engine of the preferredform of the invention, is triggered by a Hall effect sensors mountedfrom the shaft 1. A disk having magnets is mounted to the shaft whichrotates past the Hall effect sensors, sensing the relative rotation ofthe triggers there past, initiating the sparking of each of the sparkplugs at the appropriate times. Many alternative ways of inducing suchsparking of the spark plug are known, including the commonly used points(kettering) and reluctor mechanisms. The arrangement of these parts iswell known in the automobile industry, and may include equivalentalternatives. Exhaust piping 79 is most preferably connected to theexhaust ports for the ducting away of harmful exhaust gases.

As an alternative to the delivery of fuel into the cylinders, the enginemay utilise exhaust gas turbos or direct drive turbos or super chargers,of which the operation is well known.

As a further alternative, instead of the mixing of air and fuel in acarburettor, the engine may utilise fuel injectors for the injection offuel into the cylinder at the appropriate angles of rotation of thecylinder head means and piston position. Again such methods of injectionare commonly known in the motor industry and need no furtherexplanation.

As an alternative embodiment to the engine described in FIG. 1, FIG. 38illustrates a cross section through an engine in which there is norelative rotation between the cylinder head means 5″ and port means 13″.In this configuration of engine the shaft 1″ is geared at each end to anannular gear 19″ by planet gears 10″ which are able to orbit about theshaft axis 1 ^(A)″ and are able to rotate about their own axes. Therotation of the planet gears 10″ is coupled with a cam 80″. Suchcoupling may be achieved by mounting the axle of the planet gears 10″from the cam 80″. The cam 80″ operates push rods 81″ which in turnconnect to rocker arms 82″ which in turn operate inlet valves 83″ andoutlet valves 87″ for the inlet of fuel and air into the cylinder 12″and for the exhaust of exhaust gases therefrom.

The engine of FIG. 38 has two pairs of opposed pistons located at 180°from each other from the perimeter of the piston control means 3″. Theengine illustrated again may include any number of pistons and cylindersand may be double acting or single acting.

FIG. 38 only illustrates one valve per cylinder, however out of theplane of the cross section, at least one valve per cylinder is presentsuch that each cylinder has at least one for inlet of air/fuel and atleast one for outlet of exhaust gases. The gearing between the portmeans 13″ and the shaft 1′, and the shape of the cam 80″ is such as toprovide valve operation from the cam 80″ to open the ports and close theports to the cylinders at the appropriate times. Again this engine maybe operated as a compression ignition engine, and injectors may also bepresent in the cylinder head means, and again this engine may utiliseexhaust gas turbos or direct drive turbos. For the retention oflubricating oil to the internal parts of the engine of FIG. 38, therehas been provided a crank shaft casing 89″ which surrounds the pistons,crank shaft, piston control means and other associated components. Thiscasing also provides further rigidity to the embodiment of the engine.

The valves 87″/83″ are biased towards closing the ports to each of thecylinders by the use of valve springs. Opening is achieved by the pushrods rocker arms and cam followers. A person skilled in the art will beable to determine an appropriate shape of the cam 80″, to operate thevalves at appropriate intervals of piston reciprocation. Again as thecrank shaft and ports are indexed to each other by the use of theannular gear 19″, planet gears 10″ and shaft gearing, an appropriateratio of gearing requires to be used, this will of course depend on theshape of the cam shaft.

Other components not illustrated in FIG. 38, to operate the engine willbe required. Such components include the carburettor, spark plugs forspark ignition engines and associated electric circuits.

FIG. 39 is a cross sectional view through an engine similar to theengine shown in FIG. 1, wherein there are two pairs of opposed pistons.The substantial difference between the configuration of the engine ofFIG. 39 and the engine of FIG. 1 is the construction of the crank shaft2′″ and the shaft 1′″. The shaft 1′″ is discontinuous and locates therebetween the crank shaft 2′″. Bearing from the crank shaft 2″ is thepiston control means 3′″. A balancing mass 14′″ is associated with eachportion of the shaft 1′″. Again the balancing masses 14′″ balance therotating masses and reciprocating masses in the engine.

The port means 13′″ of the engine of FIG. 39 are not located in endmembers as in FIG. 1. However a person skilled in the art will realisethat this is just one alternative configuration of presenting suchparts.

The gearing between the shaft 1′″ and the cylinder head means 5′″ issubstantially similar to that described for the engine of FIG. 1although it is duplicated on the opposite end of the shaft.

Another preferred form of the present invention consists of an engine ofan embodiment different to the embodiment of the engine of FIG. 1. InFIG. 40 there is illustrated a partial sectional perspective view ofsuch embodiment. Referring to FIG. 41 in conjunction with the sectionalview of the engine as shown in FIG. 40, the engine consists of shafts ′1which carry there between a crank shaft ′2. The crank shaft ′2 iscarried by crank shaft carrying members ′14 secured to each shaft ′1.Again this form of engine in operation has the crank shaft ′2 tracing acone as in FIG. 6 or FIG. 5. The crank shaft ′2 is carried by the crankshaft carrying members ′14 at an incline to the axis 1 ^(A) of the shaft′1. The crank shaft axis ′2 ^(A) intersects the 1 ^(A) axis at point ′Xsubstantially mid way between the carrying members 14. The crank shaft′2 carries a piston control means ′21 most preferably by using bearings′29. The bearings allow the piston control means ′21 to rotate about thecrank shaft axis ′2 ^(A).

Carried on the perimeter of the piston control means are three pistons′20. FIG. 42 is a plan view of the pistons ′20 and piston control means′21. The pistons are segments of a disc. When the engine is assembled,between each piston ′20 is located a wedge block ′22. The wedge blocks′22 are maintained between the pistons ′20 by the outer casing ′27 andare wedged between the radial edges of each piston. Cylinders ′12 aredefined by the upper and lower surfaces of the piston ′20, the innersurface of the outer casing ′27, the radial surfaces of the wedge blocks′22 located on either side of the piston ′20, the port means ′13 and bythe piston control means ′21. The piston control means ′21 issubstantially spherical in shape, at least in regions which form part ofthe cylinder ′12 and has its centroid at point X. The shape of thepiston control means ensures that during operation of the engine, thesurface which defines part of each cylinder does not translate relativeto the centroid but only rotates relative thereto. This is desirable toensure sealing is maintained between the piston control means ′21 andthe port means. Seals ′25 provided in the port means ′13 seal thecylinder between the piston control means ′21 and the port means ′13.Seals are also provided at the circumference of each of the pistons ′20to provide a seal between the circumference of each piston ′20 and theinterior surface of the outer casing ′27. Seals ′26 are also providedbetween the radial edges of each piston ′20 and the radial surface ofthe wedge blocks ′22, such seals prevent fluids from passing out of eachcylinder.

Cylinders are located on both sides of each piston ′20. The movement ofeach piston due to expansion of fuel in the cylinder causes the pistonsto oscillate. Such motion induces a rotating motion of the crank shaft′2 about the shafts ′1 and induces a rotating motion of the shafts. Thepistons ′20 and pistons control means ′21 are coupled to the port means′13 by a coupling means ′23. Most preferably the coupling means ′23 is abevel gear. A bevel gear located on the piston control means meshes witha bevel gear of a large diameter located on the port means ′13. Due tosuch coupling, a rotary motion of the piston control means ′21, piston′20 and wedge blocks ′22 relative to the port means ′13 occurs.

The engine of FIGS. 40 and 41 is another preferred embodiment of thepresent invention wherein two cylinder chambers are situated on eachside of the wobble pistons ′20. However a person skilled in the artwould realise that this engine may also utilise a single sided cylinderdefined in part by one side of the pistons ′20.

Illustrated in FIG. 43 is a sequence showing the rotations of thecylinders relative to the inlet and outlet ports located in the portmeans ′13 of the engine of FIG. 40. The sequence illustrate the steps ofoperation for either a three single acting or six double acting pistonengine.

Following the cylinder ″12 and piston ″20 around, at top dead centreboth inlet port ″15 and outlet port ″8 provide a passageway for fluids.At top dead centre exhaust fluids are virtually all expelled from thecylinder ″12, and inlet fuel mixture is about to enter. As the cylinder″12 and piston ″20 rotate from top dead centre to bottom dead centre,the inlet port ″15 provides an inlet for fuel mixture. At substantiallybottom dead centre, the cylinder ″12 travels over the port means ″13such that no ports are aligned with the cylinder ″12. The inlet port ″15becomes closed by the rotation of the wedge block ″22 there over. Frombottom dead centre to top dead centre, the piston ″20 compresses thefuel mixture inside the cylinder ″12. Thereafter as the fuel mixturecombusts during the power stroke the piston travels back to bottom deadcentre. At substantially bottom dead centre, and during travel of thepiston ″20 to top dead centre a second exhaust port provides an openingfor exhaust fluids to be expelled from the cylinder ″12. As the pistonreaches top dead centre again a second inlet port ″15 becomes exposed tothe cylinder chamber and fuel mixture is supplied through the intakeinto the cylinder chamber for the next sequence.

This form of engine can easily operate in different modes such as fuelinjection and compression ignition having appropriate sequences asrequired. If it is desired to operate this engine using a diesel fuel,fuel injectors can be inserted and glow plugs may replace the sparkplugs.

The engine of FIG. 1 and the alternative arrangements illustrated inFIGS. 38 and 39 in 40 can be adapted to operate as a compressionignition engine. In the operation of the engine of the present inventionas a compression ignition engine, using for example diesel as a fuel,the spark plugs 57 shown in FIGS. 1, 39 and 40, no longer need to bepresent in the embodiment. Ignition of the fuel/air mixture in acompression ignition engine is achieved by compression of the fuel/airmixture to a pressure and temperature wherein the mixture automaticallyignites. The engine of the present invention can be adapted to be run asa diesel type engine by changing the compression ratios to 16:−23:1.This is achieved by having a larger crank angle or by reducing thecombustion chamber volume. The compression ratio in each of thecylinders is proportional to the crank angle. In the engine of FIG. 1,wherein it is operating as a spark ignition engine, the crank angle is10°.

Additionally fuel injectors must be located in the port means 15 forfuel injection into the cylinder when each piston is at top dead centreor slightly before. The injection of fuel in a compression ignitionengine is well documented and does not need to be further described.Most modem diesel engines include glow plugs which are utilised atstart-up. The heat which is released helps to initiate the combustionprocess when the engine is cold. It is envisaged that most preferablythe glow plugs are located in the port means 13, however it is notedthat in the engines of FIGS. 1, 39 and 40, these glow plugs may notnecessarily be presented to the cylinders at start-up. To this extent itwill be desirable for the rotation of the cylinder head means 5 to beadjustable prior to start-up to present the openings to each of thecylinders to a glow-plug mounted in the port means 13. Alternatively theglow-plugs may be present in the cylinder head means 5.

Although herein described, the engines of the present invention have acylinder which defines the combustion chamber of the fuel, the portmeans may additionally include a pre-chamber system which communicateswith the main combustion chamber through holes or apertures or the like.Such chambers are usually used in engines in which fuel is injected. Theengine utilising pre-chamber systems are characterised by very good airutilisation and they are also suitable for high speed engines. Thecombustion of fuel inside of cylinders is well documented, and manyshapes of piston heads, injection angles and characteristics are known.These can all be utilised for the engine of the present invention.

Although so far herein described are engines of the present inventionwhich operate in a four stroke cycle, all of these can be adapted tooperate in a two stroke cycle. FIG. 45 is a sectional view ofsubstantially the engine of FIG. 1, with slight changes to allow it tooperate in a two stroke cycle. The substantial difference in theembodiment of the engine of FIG. 45 when compared to the engine of FIG.41 are the port means 13 ^(T) and the cylinders 12 ^(T). The pistons ofthe two stroke engine of FIG. 45 have twice as many power strokes duringa single revolution of the cylinder head means as the pistons of theengine of FIG. 1. To this extent twice as many inlet ports 15 ^(T) areprovided in the port means 13 ^(T) of an engine of similar geometry tothat of FIG. 1. In the preferred form of the two stroke engine, theexhaust gases are expelled from the cylinder 12 ^(T) through exhaustports 8 ^(T)(each cylinder having at least one) located in the perimeterof the cylinder 12 ^(T). Such exhaust ports become open to the cylinder12 ^(T) slightly before the piston 6 ^(T) reaches bottom dead centre.Simultaneously a fresh charges of air/fuel mixture enters into thecylinder 12 ^(T) through inlet port 15 ^(T) in the port means 13 ^(T).As the piston 60 returns to top dead centre, the exhaust ports 8 ^(T)are sealed by the piston and the inlet port 15 ^(T) is sealed byrotation of the cylinder head means to allow the air fuel mixture in thecylinder to be compressed and ignited when at or slightly before topdead centre. FIG. 45 illustrates a two stroke engine in which ignitionis initiated by a spark plug 57 ^(T). However as herein beforedescribed, such ignition may be achieved by compression of the air/fuelmixture.

Because the two stroke process lacks separate intake and exhauststrokes, the cylinder must be filled and emptied simultaneously.

The exhaust ports 8 ^(T) around the perimeter of the cylinder 12 ^(T)connect to a single exhaust outlet of each cylinder. The combusted gasesmay either be expelled through each exhaust outlet into the surroundingenvironment, or alternatively a circumferential exhaust port means maybe located about the exhaust outlets with centroid at the shaft axis, toprovide at certain intervals of rotation of the cylinder head meansopenings for the exhaust outlet of each cylinder for the exhaust gasesto be scavenged out of the cylinder 12 ^(T). Preferably such acircumferential exhaust port means connects the ports therein to asingle exhaust outlet to there from dispose of the harmful exhaustgases. Such a exhaust port means is analogous in relative rotationaloperation to the port means 13 ^(T). FIG. 44 illustrates an alternativearrangement of exhausting the gases from the cylinder of the two strokeengine of FIG. 45. Exhaust ports 8 ^(T) are located in the head means 13^(T′) at intervals such that when the piston is at bottom dead centre,ports 8 ^(T′) allow for the ducting away of exhaust gases from eachcylinder. Although illustrated in FIG. 44 are exhaust ports 8 ^(T′)located on a larger pitch circle diameter to the inlet ports 15, theexhaust ports 8 ^(T′) may alternatively be on a smaller pitch circlediameter to the inlet ports 15 ^(T′).

The two stroke cycle engine may operate as a compression ignitionengine, and may include alternative forms of fuel delivery to thecylinders. Again the shaft 1 ^(T) is indexed to the cylinder head means5 ^(T) and port means 13 ^(T). The method of start-up of the two strokeengine of the present invention can be similar to what has beendescribed for the four stroke engines, or any other method commonlyknown to a person skilled in the art. The method of cooling a two strokeengine is as substantially herein described.

For a two stroke engine, the appropriate orbital positions are suchthat:

(a) combusting fuel mixture is able to expand inside the cylinder 12^(T) forcing the piston 6 ^(T) downward during the power stroke,

(b) exhaust fluids are expelled from, and fuel mixture is displaced intothe cylinder chamber when the piston is substantially at bottom deadcentre, and

(c) fuel mixture is able to be compressed during the upward orcompression stroke of piston 6 ^(T).

The present invention may also operate as a fluiddisplacement/compression machine such as a pump or a fluid driven motor.When operated as a pump or compressor a power input is supplied from eg.an electric motor to the shaft. Rotation of the shaft induces a rotationof the crank shaft, and causes oscillation of the pistons control meansand pistons in the cylinder. Rotation of the cylinder head means aboutthe shaft axis is induced from the rotation of the shaft by the gearing.Such rotation causes a relative rotation between the cylinder head meansand the port means such that ports become aligned and unaligned with thecylinders at appropriate intervals. This results in induction of fluidand subsequent compression/delivery. (The opposite when driven as amotor) FIG. 46 is a sectional view through the engine of FIG. 1, whereinthere has been included detail of the lubrication and cooling system ofthe engine. A suitable lubricating oil which also is able to take awayheat from parts of the engine, is circulated by a pumping mechanism 96which operates from the shaft 1. The oil circulates from the pumpingmechanism 96 through a conduit in the shaft 1 to the cylinder head meansbearings 52. From the bearings 52 through an orifice in the cylinderhead means, the oil is delivered to a jacket surrounding each of thecylinders. The oil circulates through the jacket and out through aconduit into the crank shaft casing 98 and into the sump at the verybottom of the casing. Oil is also directed through the shaft conduitinto the piston control means and out through the piston control meansarms onto the back surfaces of each of the cylinders. This oil is alsoable to drain out into the sump. The oil in the sump is recirculatedback to the pumping mechanism 96 through a conduit.

There are many forms of lubricating the engine of the present invention.It is envisaged that a high pressure low volume circulation of oil willbe desirable for the lubrication of bearings, and a low pressure highvolume circulation for cooling of the engine. Heat can be removed fromthe engine to an external body (eg air) via the end member 54. Transferof heat within the engine is achieved by a combination of directconduction (eg via port means 13) and by a heat exchanger within the endmembers 54, taking heat away from the lubrication oil. This heat mayeither be then directly (assisted by the reliefs 69 shown in FIG. 31) orvia a cooling medium (eg radiator fluid) to an external fluid/air heatexchanger (radiator) to the surrounding air, or by any combination ofthe above.

What is claimed is:
 1. A two or four stroke cycle internal combustionengine comprising: port means providing a series of intake and exhaustports fixed relative to said port means, each connected respectively to(i) an air intake or air and fuel mixture source and (ii) an exhaustsystem, a shaft rotatable relative to said port means, said shaftcarrying a crank shaft having a crank axis oblique to the shaft axis, atleast one combustion chamber rotatable about the shaft axis, each saidcombustion chamber being indexed at some lesser rate of rotation to thespeed of rotation of said shaft and wherein each said combustion chamberincludes at least one port capable during operation of being brought tothe extent required into and out of an operative communication with eachof said series of intake and exhaust ports, and a piston for each saidcombustion chamber, a piston control means journalled from said crankshaft and controlling the piston moving motion within each combustionchamber as the shaft rotates relative to said combustion chamber andeach of said shaft and said combustion chamber rotates relative to saidport means, said operative communication of said at least one port ofeach combustion chamber with each of said series of intake and exhaustports occurring during the appropriate strokes of each piston in saidcombustion chamber for the four or two stroke cycle of said engine, a)each said at least one port of each combustion chamber being providedthereabout, with an annular seal located within an annular groove aboutsaid at least one port of each combustion chamber, the shape of theannular seal and annular groove being such that a clearance is presentwithin the groove and combustion fluid pressure directed from thecombustion chamber to within the clearance will displace the annularseal with a bias towards the port means, and b) a ring seal associatedwith every said at least one combustion chamber and rotatable therewithabout said shaft axis, interposed between said combustion chambers andsaid port means and having, for each said combustion chamber port, anaperture located to correspond with that combustion chamber port.
 2. Aninternal combustion engine as claimed in claim 1, wherein said clearanceis a cavity between the base of said annular groove and said annularring seal.
 3. An internal combustion engine as claimed in claim 1,wherein a combustion chamber housing defines as an assembly, at leastthree said combustion chambers, said combustion chamber housing rotatingas an assembly about the shaft axis, each of said pistons of each ofsaid combustion chambers being reciprocably moveable within each of saidcombustion chambers and also rotatable therewith about said shaft axis.4. An engine as claimed in claim 1, wherein said combustion chamber is acylinder in which each said piston is movable between the limits of topdead center and bottom dead center defined by the angle between thecrank axis and shaft axis.
 5. An engine as claimed in claim 1, wherein aconnection member is provided between each of said pistons and saidpiston control means to control the reciprocal movement of eachrespective piston between top dead center and bottom dead center withinits cylinder.
 6. An engine as claimed in claim 2, wherein said portmeans presents said series of intake and exhaust ports at appropriateintervals and sequences on a pitch circle diameter of a substantiallyplanar surface of said port means such that said at least one port ofeach of said combustion chambers, is in operative communication over apredetermined range of rotation, with said intake and exhaust ports assaid combustion chamber housing rotates relative to said port means. 7.An engine as claimed in claim 6, wherein said at least one port of eachsaid combustion chamber sealably rotates over said substantially planarsurface and at intervals provides gas communication with (i) said intakeport during the induction stroke of said piston for air or air and fuelmixture intake into said combustion chamber, and (ii) said exhaust portduring the exhaust stroke of said piston for displacement of exhaust gasfrom said combustion chamber, wherein sealable engagement of said atleast one port of each said combustion chamber is provided between saidintake and exhaust ports for said compression and power strokes of afour stroke cycle.
 8. An engine as claimed in claim 6, wherein each saidcombustion chamber has two ports sealably rotatable over saidsubstantially planar surface during compression and power strokes and atintervals provides gas communication with said intake port and saidexhaust port during the induction/scavenging stroke of a two strokecycle for air or air and fuel mixture intake and exhaust displacementfrom said combustion chamber.
 9. An engine as claimed in claim 1,wherein each connection member extends from a point on the perimeter ofsaid piston control means to its associated piston, each of saidconnection members having sufficient degrees of freedom with respect tosaid piston control means to allow for the substantially linear movementof each said piston within each said combustion chamber between its topdead center and bottom dead center.
 10. An engine as claimed in claim 1,wherein two degrees of freedom for one piston are provided at theengagement of the associated said connection member with said pistoncontrol means, a first degree of freedom being to provide radialtranslation of said connection member from said crank axis and a seconddegree of freedom to provide relative rotation between said pistoncontrol means and the associated said connection member and threedegrees of freedom are provided for the remaining piston, said first andsaid second degree and a third degree in a direction tangentially to therotational plane defined by said piston control means.
 11. An engine asclaimed in claim 1, wherein said combustion chamber housing is indexedby an indexing means to said output shaft such that rotation of saidoutput shaft is proportional, in the opposite direction, to the rotationof said combustion chamber housing or vice versa about said shaft axis.12. An engine as claimed in claim 5, wherein two combustion chamberassemblies are provided each to present pairs of substantially opposedpistons and each two are rotatable about the shaft axis and each locatedadjacent a corresponding said port means providing said series of intakeand exhaust ports, a connection member for each pair of opposed pistons,and engaged intermediate of its distal ends with said piston controlmeans.